Tubular member having multiple sized splines

ABSTRACT

A driveshaft assembly includes a tubular slip member having a first spline member having a plurality of splines formed thereon having a first tolerance and a second spline member having a plurality of spline sections. The plurality of spline sections includes a plurality of splines formed thereon having a second tolerance. The second spline member cooperates with the first spline member. A zone is disposed on the second spline member and has a first profile. The zone is disposed adjacent to at least one of the plurality of spline sections of the second spline member, and the first profile defines a clearance relative to the first spline member.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.61/011,099 filed Jan. 15, 2008, the disclosure of which is incorporatedherein by reference.

BACKGROUND OF THE INVENTION

This invention relates in general to a tubular member having splinesformed thereon. More particularly, this invention relates to a tubularslip member having splines of multiple sizes for use in a vehiculardriveshaft assembly. The tubular splines are provided for transmittingrotary motion and accommodating axial length changes, such as in avehicular drive train system.

Drive train systems are widely used for generating power from a sourceand for transferring such power from the source to a driven mechanism.Frequently, the source generates rotational power, and such rotationalpower is transferred from the source to a rotatably driven mechanism.For example, in most land vehicles in use today, an engine/transmissionassembly generates rotational power, and such rotational power istransferred from an output shaft of the engine/transmission assemblythrough a driveshaft assembly to an input shaft of an axle assembly soas to rotatably drive the wheels of the vehicle. To accomplish this, atypical driveshaft assembly includes a hollow cylindrical driveshafttube having a pair of end fittings, such as a pair of tube yokes,secured to the front and rear ends thereof. The front end fitting formsa portion of a front universal joint that connects the output shaft ofthe engine/transmission assembly to the front end of the driveshafttube. Similarly, the rear end fitting forms a portion of a rearuniversal joint that connects the rear end of the driveshaft tube to theinput shaft of the axle assembly. The front and rear universal jointsprovide a rotational driving connection from the output shaft of theengine/transmission assembly through the driveshaft tube to the inputshaft of the axle assembly, while accommodating a limited amount ofangular misalignment between the rotational axes of these three shafts.

Not only must a typical drive train system accommodate a limited amountof angular misalignment between the source of rotational power and therotatably driven device, but it must also typically accommodate alimited amount of relative axial movement therebetween. For example, inmost vehicles, a small amount of relative axial movement frequentlyoccurs between the engine/transmission assembly and the axle assemblywhen the vehicle is operated. To address this, it is known to provide aslip joint in the driveshaft assembly. A typical slip joint includesfirst and second members that have respective structures formed thereonthat cooperate with one another for concurrent rotational movement,while permitting a limited amount of axial movement to occurtherebetween.

One common type of driveshaft slip joint is known as a sliding splineslip joint. A typical sliding spline slip joint includes male and femalemembers having respective pluralities of splines formed thereon. Themale member is usually generally cylindrical in shape and has aplurality of outwardly extending splines formed on the outer surfacethereof. The male member may be formed integrally with or secured to anend of the driveshaft assembly described above. The female member, onthe other hand, is usually generally hollow and cylindrical in shape andhas a plurality of inwardly extending splines formed on the innersurface thereof. The female member may be formed integrally with orsecured to a yoke that forms a portion of one of the universal jointsdescribed above. To assemble the slip joint, the male member is insertedwithin the female member such that the outwardly extending splines ofthe male member cooperate with the inwardly extending splines of thefemale member. As a result, the male and female members are connectedtogether for concurrent rotational movement. However, the outwardlyextending splines of the male member can slide relative to the inwardlyextending splines of the female member to allow a limited amount ofrelative axial movement to occur between the engine/transmissionassembly and the axle assembly of the drive train system.

The male and female members have traditionally been forged or castcomponents, and the respective splines have traditionally been cut,rolled, or otherwise formed thereon. An alternative configuration forthese spline members is to form the plurality of outwardly and inwardlyextending splines directly onto the hollow tubular components of thedriveshaft assembly. These tube-formed spline profiles are usuallysomewhat lower in weight than those of traditional forged or castconstruction, but may require a longer mated engagement length.Additionally, the relative spline fits must be tight enough to ensure astable lateral orientation yet, have sufficient clearance to slipwithout excessive force. While these tube-formed splines can provideadequate performance, the longer spline-form length often entails anincreased processing time in order to provide the necessary fittolerances for the assembled spline components. Thus, it would bedesirable to provide a spline form configuration that can accommodatelong spline lengths with reduced process cycle times. It would furtherbe desirable to provide a spline form that provides a tight lateral fit,yet has a lower axial articulation force.

SUMMARY OF THE INVENTION

This invention relates to a driveshaft assembly having a tubular slipmember that includes a first spline member having a plurality of splinesformed thereon having a first tolerance. The tubular slip member alsoincludes a second spline member having a plurality of spline sections.The plurality of spline sections includes a plurality of splines formedthereon having a second tolerance. The second spline member cooperateswith the first spline member. A zone is disposed on the second splinemember and has a first profile. The zone is disposed adjacent to atleast one of the plurality of spline sections of the second splinemember, and the first profile defines a clearance relative to the firstspline member.

Various aspects of this invention will become apparent to those skilledin the art from the following detailed description of the preferredembodiments, when read in light of the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side elevational view of a vehicle drive train systemincluding a driveshaft having a tubular slip joint in accordance withthis invention.

FIG. 2 is an exploded, side elevational view of a first prior arttubular slip joint member having male and female components.

FIG. 3 is an exploded, side elevational view of a second prior arttubular slip joint member having male and female components.

FIG. 4 is an exploded, side elevational view of a first embodiment of atubular slip joint member having male and female components inaccordance with this invention.

FIG. 5 is an exploded, side elevational view of a second embodiment of atubular slip joint member having male and female components inaccordance with this invention.

FIG. 6 is an exploded, side elevational view of a third embodiment of atubular slip joint member having male and female components inaccordance with this invention.

FIG. 7 is an exploded, side elevational view of a fourth embodiment of atubular slip joint member having male and female components inaccordance with this invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring now to the drawings, there is illustrated in FIG. 1 a vehicledrive train system, indicated generally at 10, in accordance with thisinvention. The illustrated vehicle drive train system 10 is, in largemeasure, conventional in the art and is intended merely to illustrateone environment in which this invention may be used. Thus, the scope ofthis invention is not intended to be limited for use with the specificstructure for the vehicle drive train system 10 illustrated in FIG. 1 orwith vehicle drive train systems in general. On the contrary, as willbecome apparent below, this invention may be used in any desiredenvironment for the purposes described below.

The illustrated vehicle drive train system 10 includes a transmission 11having an output shaft (not shown), an axle assembly 12 having an inputshaft (not shown), and a driveshaft assembly, indicated generally at 13,in accordance with this invention. The vehicle drive train system 10further includes a forward joint assembly, indicated generally at 15,and a rearward joint assembly, indicated generally at 16. The forwardjoint assembly 15 includes an output fitting 15 c, such as an end yoke,connected to the output shaft of the transmission 12. Similarly, therearward joint assembly 16 includes an input fitting 16 c, such as anend yoke, connected to the input shaft of the axle assembly 12. Thedriveshaft assembly 13 includes forward and rearward tube yokes 15 a and16 a, respectively, and forward and rearward universal joint assemblies15 b and 16 b. The universal joint assemblies 15 b and 16 b areconventional in the art and may be embodied as any desired structures.The forward and rearward joint assemblies 15 b and 16 b may be providedas other couplings, such as constant velocity joints, elastomericcouplings, multi-link couplings, and the like if desired.

The tube yokes 15 a and 16 a are connected to a slip joint assembly,indicated generally at 14, in accordance with this invention. The slipjoint 14 includes a female-splined, tubular slip member 14 a and amale-splined, tubular slip member 14 b. FIG. 1 shows the forward tubeyoke 15 a connected to the female slip member 14 a. The rearward tubeyoke 16 a is shown attached to a tube section 17 that is, in turn,connected to the male slip member 14 b, though such is not required.Alternatively, the tube section 17 may be disposed between the forwardtube yoke 15 a and the female slip member 14 a. The tube section 17 maybe further disposed between both slip members 14 a and 14 b and theirrespective yokes 15 a and 16 a. The tube section 17 may be a separatecomponent attached to the slip members 14 a and 14 b by known attachmentprocesses. Alternatively, the tube section 17 may be an integral part ofthe slip members 14 a and 14 b. The female and male slip members 14 aand 14 b, respectively, and their respective mating yokes 15 a and 16 amay be in an opposite orientation with respect to the input fitting 15 cand output fitting 16 c, if so desired. The tube section 17 may beutilized as an attachment location for one or more balance weights (notshown) that provide a dynamic balance correction, as is known in theart.

The tube yokes 15 a and 16 a may be attached to the tubular slip members14 a and 14 b, respectively, or the tube section 17, by any appropriateprocess, such as for example wire welding, friction welding, magneticpulse welding, magnetic impelled arc bond welding, crimping, adhesivebonding, bolting, riveting, and the like if so desired. Alternatively,the tube yoke 15 a and 16 a may be formed as an integral part of thetube section 17 or the female and male spline members 14 a and 14 b,respectively, by any appropriate process, such as for example impactextrusion forming, hydroforming, magnetic pulse forming, rotary swaging,and the like.

Referring now to FIGS. 2 and 3 there are illustrated two prior art,tube-formed slip joint assemblies, indicated generally at 114 and 214,respectively. Where appropriate, the same or similar number are used inindicate components or features having the same or similar functions.The first prior art slip joint assembly 114 shown in FIG. 2 includes afemale spline member, indicated generally at 20, and a male splinesection, indicated generally at 30. The female spline member 20 includesa plurality of substantially parallel female splines 22 a andalternating spaces 22 b, formed about a spline section 21, and a sleevetube end, shown generally at 27. The sleeve tube end 27, which may be asubstantially unformed portion of the tube blank or tube pre-form (notshown), has an outer surface 25 a and an inner surface 25 b. The femalesplines 22 a are formed into the outer surface 25 a and extend into thetube interior. The female splines 22 a have a generallydimensionally-qualified profile formed onto the inner surface 25 bwithin the tube interior and are disposed around the surface of thespline section 21. The alternating spaces 22 b are dimensioned tocooperate with mating male splines and accommodate a sliding engagementtherebetween, as will be described in detail below. The spline section21 is bounded, on either end, by a proximal spline transition zone 23and a distal spline transition zone 24. The distal spline transitionzone 24 may terminate in a seal support 26, but such a seal supportstructure is not required.

The male spline member 30 shown in FIG. 2 includes a spline section 31having a plurality of male splines 32 a and alternating spaces 32 bformed thereabout, and a stub tube end, shown generally at 37. The stubtube end 37, which may be a substantially unformed portion of the tubeblank or tube pre-form (not shown), has an outer surface 35 a and aninner surface 35 b. The stub tube end 37 may provide a clamping locationduring the spline forming process and may further extend sufficiently inan axial direction to provide a desired overall length for thedriveshaft assembly 13. The male alternating spaces 32 b are formed intothe outer surface 35 a and extend into the tube interior. The malesplines 32 a have a generally dimensionally-qualified profile formedonto the outer surface 35 a of the tube blank when the male alternatingspaces 32 b are formed. The male spline member 30 further includes aproximal spline transition zone 33 and a distal spline transition zone34. The male distal spline transition zone 34 may provide individualspline profiles where the spline ends at the transition zone 34 may benarrower than the male splines 32 a in the male spline section 31. Themale distal spline zone 34 may facilitate assembly of the cooperatingmale spline member 30 into sliding engagement with the female splinemember 20. The male distal spline zone 34 may further be made using adeeper plunging of the forming tool in order to counteract the effectsof material spring back near the end. Alternatively, the male splinemember 30 may omit the male distal spline zone 34, if so desired.

To assemble the first prior art slip joint assembly 114 of FIG. 2, themale splines 32 a engage the female alternating spaces 22 b in aclearance fit relationship such that a relative sliding movement may beaccommodated therebetween. Typically, the female splines 22 a engage themale alternating spaces 32 b in a clearance fit relationship wherein theclearances between the innermost surface (not shown) of the femalesplines 22 a and the outer surface of the male alternating spaces 32 bmay be larger than the clearances between the outermost surface of themale spline 32 a and the inner surface (not shown) of the femalealternating space 22 b. The clearance tolerances of both the female slipmember 20 and the male slip member 30 may be other than described,however, if the form of the spline fit is not controlled by the splineouter diameter. Alternatively, the spline fits may be controlled by themating sides of the spline tooth forms. The assembled clearancetolerances, both axial and lateral, impact the dynamic stroke forceperformance and the dynamic balance capability of the assembleddriveshaft. Because of material deflections and inaccuracies occurringduring forming, a certain amount of spline helix, or twist, relative toa longitudinal axis, may be taken into account when determiningtolerances and processing speeds. Additionally, spline surface wavinessexists that may further impact selection of appropriate tolerancing andprocessing speeds. The conditions of spline helix and spline formwaviness become more pronounced as the spline length increases. As such,a slower than desired processing speed is sometimes employed in order toproduce the proper spline fit characteristics that achieve the desireddriveshaft dynamic operating performance.

The second prior art slip joint assembly 214 illustrated in FIG. 3includes the female spline member 20 described above and a male splineand collapse member 40. The male spline and collapse member 40 includesa working spline section 41 having a plurality of males splines 42 a andmale alternating spaces 42 b formed thereabout. The working splinesection 41 cooperates with the female spline section 21 in the same orsimilar manner to the engagement described above. The male spline andcollapse member 40 further includes a male distal spline transition zone44 and a stub tube end, shown generally at 47. The male distal splinetransition zone 44 functions in the same or similar manner as the maledistal spline transition zone 34 described above. The stub tube end 47,which may be a substantially unformed portion of the tube blank or tubepre-form (not shown), has an outer surface 45 a and an inner surface 45b. The structure and function of the stub tube end 47 is the same orsimilar to that described above in conjunction with the stub tube end37. The male spline and collapse member 40 further includes an energyabsorption zone 49, a middle spline transition zone 48, and a maleproximal spline transition zone 43.

The energy absorption zone 49 includes a plurality of male crash splines49 a and alternating crash spaces 49 b formed thereabout. The male crashsplines 49 a and the alternating crash spaces 49 b are dimensioned to bean interference fit relative to the corresponding female alternatingspaces 22 b and the corresponding female splines 22 a. The relativeinterference fits may be provided between the male crash splines 49 aand the corresponding female alternating spaces 22 b or between thealternating crash spaces 49 b and the female splines 22 a.Alternatively, the interference fits may be between both sets of splinesand spaces. The interference fits may also be of an increasinginterference over the length of the energy absorption zone 49 from themiddle spline transition zone 48 to the male proximal spline transitionzone 43. The energy absorption zone 49 is typically not in an engagedposition with the female spline member 20 during normal driveshaft slipjoint operation. During a severe frontal impact or crash condition, theengine (not shown) and transmission 11 may move rearward toward the axle12. The rearward movement of the engine and transmission 11 will causethe female spline section 21 to contact the energy absorption zone 49.As the rearward movement continues, the relative interference fitbetween the engaging splines and spaces causes a radial deformation ofthe structure which consumes crash energy, thus slowing the rearwardmovement of the powertrain.

Referring now to FIG. 4, there is illustrated a first embodiment of aslip joint assembly, indicated generally at 314, in accordance with thisinvention. The slip joint assembly 314 includes a female spline member120 and a male spline member 50. The female spline member 120 includes aplurality of substantially parallel female splines 122 a and alternatingspaces 122 b, formed about a spline section 121, and a sleeve tube end,shown generally at 127. The sleeve tube end 127, which may be asubstantially unformed portion of the tube blank or tube pre-form (notshown), has an outer surface 125 a and an inner surface 125 b. Thefemale splines 122 a are formed into the outer surface 25 a and extendinto the tube interior. The female splines 122 a have a generallydimensionally-qualified profile formed onto the inner surface 125 bwithin the tube interior and are disposed around the surface of thespline section 121. The alternating spaces 122 b are dimensioned tocooperate with portions of the male spline member 50 to accommodate asliding engagement therebetween, as will be described in detail below.The illustrated spline section 121 is bounded, on either end, by aproximal spline transition zone 123 and a distal spline transition zone124. The proximal spline transition zone 123 eliminates an abrupt startto the spline section 121 which may exhibit forming cracks and/or createa fatigue sensitive notch, thus lowering component life. The distalspline transition zone 124 may terminate in a seal support 126, but sucha seal support structure is not required.

The male spline member 50 includes a working spline section 51, aworking spline transition zone 58, and an energy absorption zone 59. Themale spline member 50 further includes a male proximal spline transitionzone 53, a male distal spline transition zone 54, and a stub tube end57. The male distal spline transition zone 54 may provide individualspline profiles where the spline ends at the transition zone 54 may benarrower than the male splines 52 a in a male spline section 51 a. Themale distal spline zone 54 may facilitate assembly of the cooperatingmale spline member 50 into sliding engagement with the female splinemember 120. The male distal spline zone 54 may further be formed by adeeper plunging of the forming tool in order to counteract the effectsof material spring back near the end. Alternatively, the male splinemember 30 may omit the male distal spline zone 34, if so desired.

The stub tube end 57, which is a substantially unformed portion of thetube blank or tube pre-form (not shown), has an outer surface 55 a andan inner surface 55 b. The stub tube end 57 may provide a clampinglocation to secure the tube blank during the spline forming process. Thestub tube end 57 may further extend sufficiently in an axial directionfrom the various spline sections of the male spline member 50 to providethe proper length requirement of the driveshaft assembly 13. The stubtube end 57 may extend as an integral structure that forms the tubesection 17 of FIG. 1. Alternatively, the stub tube end 57 may beprovided as an attachment point for the tube section 17 as a separatestructure that is attached by various known processes, such as forexample wire arc welding, friction welding, magnetic pulse welding,adhesive bonding, riveting, and the like. The working spline section 51includes a first male spline section 51 a, a second male spline section51 b, and a spline relief section 51 c disposed therebetween. Though themale spline member 50 is illustrated as including the working splinetransition zone 58 and the energy absorption zone 59, such zones are notrequired. Alternatively, the second male spline section 51 b may abutthe male proximal spline transition zone 53 thus omitting the energyabsorption zone 59. The male proximal spline transition zone 53eliminates an abrupt start to the working spline section 51 which wouldexhibit forming cracks or create a fatigue sensitive notch, thuslowering component life.

The first male spline section 51 a includes a plurality of substantiallyparallel first male splines 52 a and a plurality of substantiallyparallel first male alternating spaces 52 b formed therein. The firstmale alternating spaces 52 b are formed into the outer surface 55 a andextend into the tube interior. The first male splines 52 a have agenerally dimensionally-qualified profile formed onto the outer surface55 a of the tube blank when the first male alternating spaces 52 b areformed. The generally dimensionally-qualified profile of the first malesplines 52 a may be formed, for example, by opposed rollers (not shown)that include a complementary spline forming profile to create the shapeof the spline and impart a level of dimensional accuracy. The secondmale spline section 51 b includes a plurality of substantially parallelsecond male splines 52 c and a plurality of second male alternatingspaces 52 d formed therein. The second male spline section 51 b may beformed in a similar manner as the first male spline section 51 a and mayfurther be formed with the same or substantially similar spline formdimensions, dimensional tolerances, and surface characteristics if sodesired. Alternatively, the first male spline section 51 a may include adifferent spline dimension relative to the second male spline section 51b, in order to accommodate various coatings and surface treatments. Afluidized nylon material is an example of one such spline surfacecoating that may be applied to any appropriate spline surface disclosedherein. Other coatings and surface treatments may be applied, either inconjunction with or instead of the fluidized nylon. Such coatings mayinclude plated layers, such as a trivalent or hexavalent chrome, zincdichromate, electroless nickel, and the like. Surface treatments such asanodizing, surface conversion coatings, or dry film lubricants are alsocontemplated as applicable treatments to portions of the tube surfaces.Additionally, the spline relief section 51 c may be varied in bothlength and form dimension to effect proper spline engagement andperformance characteristics of the slip joint assembly 314, whenoperating as part of the driveshaft assembly 13 illustrated in FIG. 1.

The spline relief section 51 c is formed between the first and secondmale spline sections 51 a and 51 b, respectively, and includes a similarspline profile as compared to the adjacent spline sections. The splinerelief section 51 c exhibits a generally wider tolerance than the firstand second male spline sections. When mated with the female splinemember 120, the spline relief section 51 c further exhibits a greaterclearance dimension between the spline relief features and thecorresponding female splines 122 a and alternating spaces 122 b. Thespline relief section 51 c, in addition to reducing the contact lengthof the dimensionally-qualified spline profiles, may support a void thatprovides a lubricant reservoir between the first and second male splinesections 51 a and 51 b during operation of the slip joint assembly 314.The spline relief section 51 c may be formed during the same processingsequence that forms the first and second male spline sections 51 a and51 b, respectively. The spline relief section 51 c may also be formedusing the same forming tools and processes, such as rollers and othersupporting tooling, used to form the dimensionally-qualified splineprofiles.

The energy absorption zone 59 includes a plurality of male crash splines59 a and alternating crash spaces 59 b formed thereabout. The male crashsplines 59 a and the alternating crash spaces 59 b are dimensioned to bean interference fit relative to the corresponding female alternatingspaces 122 b and the corresponding female splines 122 a. The relativeinterference fits may be provided between the male crash splines 59 aand the corresponding female alternating spaces 122 b or between thealternating crash spaces 59 b and the female spline 122 a.Alternatively, the interference fits may be between both sets of splinesand spaces. The interference fits may also be of an increasinginterference over the length of the energy absorption zone 59 from themiddle spline transition zone 58 to the male proximal spline transitionzone 53. The energy absorption zone 59 is not in an engaged positionwith the female spline member 120 during normal driveshaft slip jointoperation. During a severe frontal impact or crash condition, the engine(not shown) and transmission 11 may move rearward toward the axle 12.The rearward movement of the engine and transmission 11 will cause thefemale spline section 121 to contact the energy absorption zone 59. Asthe rearward movement continues, the relative interference fit betweenthe engaging splines and spaces causes a radial deformation of thestructure which consumes crash energy, thus slowing the rearwardmovement of the powertrain.

The relative lengths of the first and second male spline sections 51 aand 51 b, respectively, along with the spline relief section 51 c may bevaried to provide the necessary slip length, spline tooth stress, andspline engagement requirements of the driveshaft assembly 13, shown inFIG. 1. The lengths of the first and second spline sections 51 a and 51b, respectively, along with the spline relief section 51 c can alsoimpact the processing speed, the associated forming feed rate, and thelateral and radial spline fit characteristics. The spline engagement isindicative of the relative overlapping engagement between the malespline section or sections and the female spline section or sections.The spline engagement may further be expressed as a ratio of the engagedoverall spline length to a spline diameter, such as for example the malespline outer diameter. In general, a higher spline engagement ratio isdesirable to minimize lateral deflections associated with the clearancebetween the male and female spline forms. The slip length is typicallythe linear dimensional change in length of the slip assembly from acollapsed position to an extended position. In an extended slipposition, the spline engagement may be less than in other articulatedengagement positions, if so desired. The spline tooth stress representsthe load applied per unit area to each spline element in a given splinesection or sections and expressed as, for example, pounds per squareinch or Pascals.

The male spline member 50 and the female spline member 120 are formedinto generally hollow tube blank sections or tube pre-form sections.Though the forming processes are described herein in the context of theslip joint assembly 314, the same processing is generally applicable toany of the other embodiments described below. The male spline member 50and the female spline member 120 may be formed by any process capable ofdeforming a localized area into a geometry suitable for generatingcooperating spline forms into tubular blanks or tube pre-forms. Suchprocesses, for example, may include roller and mandrel contact forming,such as the cold forming processing of Ernst Grob A G of Switzerland.Alternatively, rack roll forming, magnetic pulse forming, draw forming,hydroforming, rotary swaging, push-pointing, and the like may beemployed to impart the spline profiles of the various embodimentsdescribed herein. Additionally, though discussed in the context of coldforming, it is understood that elevated temperatures may be employed toaid in forming certain spline geometries, to relieve process-inducedstresses, modify material characteristics, and/or speed processingtimes.

During the spline forming operation of one embodiment of the invention,opposed rollers (not shown) engage the outer surface of the tube blankand displace the tubing material inwardly. A mandrel (not shown) havinga corresponding relief profile, in the shape of the general spline form,is inserted in the tube interior. The mandrel, or a portion thereof, maylocate against a portion of the tube inner surface 55 b. The displacedtube material may be contained between portions of the roller and themandrel. The rollers engage and traverse across the tube blank surfacewith a feed rate, typically expressed in units of length per unit oftime, such as for example millimeters per minute. The feed rate bearsdirectly on the dimensional tolerance of the first male splines 52 a andthe first male alternating spaces 52 b. The feed rate of the first malespline section 51 a may be processed over the desired length at a speedsufficient to produce the proper dimensional tolerances and mated splinefit. As the feed rate increases, the rollers traverse faster across thetube blank surface. The faster traversing speed produces a splineprofile having a less controlled dimensional tolerance resulting in thelooser fitting slip assembly section. The looser fitting spline section,such as the spline relief section 51 c, may be a section disposedbetween, or adjacent to, a tighter fitting spline such as the energyabsorption zone 59. The second male spline section may be processed atthe same slower feed rate as the first male spline section 51 a, thoughsuch a similar feed rate is not required. The working spline transitionzone 58 and the energy absorption zone 59 may also be processed at thefaster feed rate of the spline relief section 51 c, if so desired.

The ability to alter the tooling feed rate relative to various sectionsof the spline member based on each section's functional requirementsprovides improved cost and performance attributes for the driveshaftassembly 13. For instance, when using the roller and mandrel formingtools, different roller feed rates and plunge depths may be applied togenerate the various spline zones, spline relief zones, energyabsorption zones, and transition zones. Since each of these variousfeatures of the male and female spline members require differentperformance characteristics and spline tolerances, advantages withrespect to cost and processing time may be realized through use ofvarious feed rates. For example, the first male spline section 51 a andthe second male spline section 51 b may require a higher level of splineprecision necessitating a tighter tolerance band relative to other zonesor sections of the male spline member 50. The spline relief section 51 cmay require a larger tolerance, and possibly a smaller tooth form andouter diameter in order to form the larger clearance with the matingfemale spline section 121. Since the length of the first and second malespline members 51 a and 51 b, respectively, may be shorter than theentire working spline section 51 the processing time may be reduced by acorresponding amount when compared to the prior art working splinesection 41.

The working spline section 51 of the male spline member engages themating female spline section 121 for concurrent rotation therewith andrelative axial movement therebetween. The first and second male splines52 a and 52 c engage the female alternating spaces 122 b in a clearancerelationship having a tightly controlled tolerance. The female splines122 a may engage the first and second male alternating spaces 52 b and52 d in a clearance relationship that is slightly larger than the malespline to female space relationship, if so desired. Alternatively, thefit relationships may be substantially the same. The dynamic driveshaftassembly performance characteristics of balance and lateral deflectionare achieved based on the contact of the first and second male splinesections 51 a and 51 b, respectively, with the mating female splinesection 121. The lateral deflections of the slip joint assembly 314,which affect driveshaft assembly balance, are controlled by the contactof the relative furthest ends of the first and second male splinesections 51 a and 51 b, respectively, with the mating female splinesection 121. By comparison, the lateral deflections of the slip jointassembly 214 are controlled by the contact of the relative furthest endsof the male spline section 41 with the mating female spline section 21.The processing time for a similar fit and performance characteristic, byvirtue of the increased feed rate for the spline relief section 51 c, isreduced for the working spline section 51 compared to the prior artworking spline section 41.

Referring now to FIG. 5, there is illustrated a second embodiment of aslip joint assembly, indicated generally at 414, in accordance with thisinvention. The slip joint assembly 414 includes a female spline member,indicated generally at 60, and a male spline member, indicated generallyat 130. The male spline member 130 includes a spline section 131 havinga plurality of male splines 132 a and alternating spaces 132 b formedthereabout, and a stub tube end, shown generally at 137. The stub tubeend 137, which may be a substantially unformed portion of the tube blankor tube pre-form (not shown), has an outer surface 135 a and an innersurface 135 b. The stub tube end 137 may provide a clamping locationduring the spline forming process and may further extend sufficiently inan axial direction to provide the proper length requirement of thedriveshaft assembly 13. The stub tube end 137 may extend as an integralstructure that forms the tube section 17 of FIG. 1. Alternatively, thestub tube end 137 may be provided as an attachment point for the tubesection 17 as a separate structure that is attached by various knownprocesses, such as for example wire arc welding, friction welding,magnetic pulse welding, adhesive bonding, riveting, and the like.

The male alternating spaces 132 b are formed into the outer surface 135a and extend into the tube interior. The male splines 132 a have agenerally dimensionally-qualified profile formed onto the outer surface135 a of the tube blank when the male alternating spaces 132 b areformed. The male spline member 130 further includes a proximal splinetransition zone 133 and a distal spline transition zone 134. The maledistal spline transition zone 134 may provide individual spline profileswhere the spline ends at the transition zone 134 may be narrower thanthe male splines 132 a in the male spline section 131. The male distalspline zone 134 may facilitate assembly of the cooperating male splinemember 130 into sliding engagement with the female spline member 60. Themale distal spline zone 134 may further be made using a deeper plungingof the forming tool in order to counteract the effects of materialspring back near the end. Alternatively, the male spline member 130 mayomit the male distal spline zone 134, if so desired.

The female spline member 60 includes a working spline section 61, aproximal spline transition zone 63 a, a distal spline transition zone 64a, and a stub tube end, shown generally at 67. The proximal splinetransition zone 63 a is bounded by the working spline section 61 and thestub tube end 67 and further provides an increasingly defined splineform that transitions into the full spline form of the working splinesection 61. The proximal spline transition zone 63 a further eliminatesan abrupt start to the working spline section 61 which would exhibitforming cracks or create a fatigue sensitive notch, thus loweringcomponent life. The distal spline transition zone 64 a may terminate ina seal support 66, but such a seal support structure is not required.The working spline section 61 includes a first female spline section 61a and a second female spline section 61 b. The first female splinesection 61 a includes a plurality of substantially parallel femalesplines 62 a and a plurality of substantially parallel alternatingspaces 62 b. Similarly, the second female spline section 61 b includes aplurality of substantially parallel female splines 62 c and a pluralityof substantially parallel alternating spaces 62 d. The first femalespline section 61 a abuts a first midpoint spline transition zone 63 bwhich transitions into a sleeve clearance relief 61 c. The firstmidpoint spline transition zone 63 b includes the same structuralforming and life functions associated with the proximal splinetransition zone 63 a described above.

The sleeve clearance relief 61 c is illustrated as a substantiallyunformed section of the tube blank, though spline teeth and alternatingspaces (not shown) having a clearance relative to the mating malesplines 132 a and male alternating spaces 132 b of the male splinemember 130. The sleeve clearance relief 61 c may be varied in bothlength and form dimension to effect proper spline engagement andperformance characteristics of the slip joint assembly 414, whenoperating as part of the driveshaft assembly 13 illustrated in FIG. 1.When mated with the male spline member 130, the sleeve clearance relief61 c further exhibits a greater clearance dimension between the splinerelief features and the corresponding male splines 132 a and alternatingspaces 132 b. The sleeve clearance relief 61 c, in addition to reducingthe contact length of the dimensionally-qualified spline profiles, maysupport a void that provides a lubricant reservoir between the engagedspline sections during operation of the slip joint assembly 414. Thesleeve clearance relief 61 c may be formed during the same processingsequence that forms the first and second female spline sections 61 a and61 b, respectively. The sleeve clearance relief 61 c may also be formedusing the same forming tools and processes, such as rollers and othersupporting tooling, used to form the dimensionally-qualified splineprofiles.

Abutting the other end of the sleeve clearance relief 61 c is a secondmidpoint spline transition zone 64 b. The second spline transition zone64 b provides a gradual transition of the developing spline forms intothe second female spline section 61 b. The second spline transition zone64 b provides the same structural forming and life functions as theproximal spline transition zone 63 a, described above. The second femalespline section 61 b may be configured in the same form as, or a similarform to, the first female spline section 61 a, though such aconfiguration is not required. The second female spline section 61 b maybe formed in a similar manner as the first female spline section 61 aand may further be formed with the same or substantially similar splineform dimensions, dimensional tolerances, and surface characteristics ifso desired. Alternatively, the first female spline section 61 a mayinclude a different spline dimension relative to the second femalespline section 61 b, in order to accommodate various coatings andsurface treatments. A fluidized nylon material is an example of one suchspline surface coating that may be applied to any appropriate splinesurface disclosed herein.

Referring now to FIG. 6, there is illustrated a third embodiment of aslip joint assembly, indicated generally at 514. The slip joint assembly514 includes the female spline member 60 and the male spline member 50,the structures of which are both described above. The male and femalespline members 50 and 60, respectively, are assembled such that duringoperation the first female spline section 61 a cooperates with the firstmale spline section 51 a for concurrent rotational movement therewith.The second female spline section 61 b cooperates with the second malespline section 51 b for concurrent rotational movement therewith. Thecooperating first and second spline sections of the male and femalespline members 50 and 60, respectively, are further engaged in arelative sliding relationship. At least one of the stub tube ends 57 and67 are sized such that the cooperating first and second spline sectionsare in an engaged relationship during operation of the driveshaft 13.Alternatively, both stub tube ends 57 and 67 may be sized accordingly tomaintain spline engagement during operation. The operation of the energyabsorption zone 59 is similar to the description associated with theslip joint assembly 314 as shown in FIG. 4. Though the male splinemember 50 is illustrated as including the working spline transition zone58 and the energy absorption zone 59, such zones are not required.Alternatively, the second male spline section 51 b may abut the maleproximal spline transition zone 53 thus omitting the energy absorptionzone 59.

Referring now to FIG. 7, there is illustrated a fourth embodiment of aslip joint assembly, indicated generally at 614. The slip joint assembly614 includes the female spline member 60 described above and a malespline and collapse member, shown generally at 140. The male spline andcollapse member 140 includes a working spline section 141 having aplurality of males splines 142 a and male alternating spaces 142 bformed thereabout. The working spline section 141 engages with the firstand second female spline sections 61 a and 61 b, respectively, of thefemale spline member 60 such that the working spline section 141 is inconcurrent rotational contact therewith. The first and second femalespline sections 61 a and 61 b cooperate with the working spline section141 such that relative sliding movement may be accommodatedtherebetween.

The male spline and collapse member 140 further includes a male distalspline transition zone, indicated generally at 144, and a stub tube end,indicated generally at 147. The male distal spline transition zone 144may provide individual spline profiles where the spline ends at thetransition zone 144 may be narrower than the male splines 142 a in themale spline section 141. The male distal spline zone 144 may facilitateassembly of the cooperating male spline member 140 into slidingengagement with the female spline member 60. The male distal spline zone144 may further be formed by a deeper plunging of the forming tool inorder to counteract the effects of material spring back near the end.Alternatively, the male spline member 140 may omit the male distalspline zone 144, if so desired.

The stub tube end 147, which may be a substantially unformed portion ofthe tube blank or tube pre-form (not shown), has an outer surface 145 aand an inner surface 145 b. The stub tube end 147 may provide a clampinglocation to secure the tube blank during the spline forming process. Thestub tube end 147 may further extend sufficiently in an axial directionfrom the various spline sections of the male spline member 140 toprovide the proper length requirement of the driveshaft assembly 13. Thestub tube end 147 may extend as an integral structure that forms thetube section 17 of FIG. 1. Alternatively, the stub tube end 147 may beprovided as an attachment point for the tube section 17 as a separatestructure that is attached by various known processes, such as forexample wire arc welding, friction welding, magnetic pulse welding,adhesive bonding, riveting, and the like. The male spline and collapsemember 140 further includes an energy absorption zone 149, a middlespline transition zone 148, and a male proximal spline transition zone143.

The energy absorption zone 149 includes a plurality of male crashsplines 149 a and alternating crash spaces 149 b formed thereabout. Themale crash splines 149 a and the alternating crash spaces 149 b aredimensioned to be an interference fit relative to the correspondingfemale alternating spaces 62 d and the corresponding female splines 62c. The relative interference fits may be provided between the male crashsplines 149 a and the corresponding female alternating spaces 62 c orbetween the alternating crash spaces 149 b and the female splines 62 c.Alternatively, the interference fits may be between both sets of splinesand spaces. The interference fits may also be of an increasinginterference over the length of the energy absorption zone 149 from themiddle spline transition zone 418 to the male proximal spline transitionzone 143. The energy absorption zone 419 is not in an engaged positionwith the female spline member 60 during normal driveshaft slip jointoperation. During a severe frontal impact or crash condition, the engine(not shown) and transmission 11 may move rearward toward the axle 12.The rearward movement of the engine and transmission 11 will cause thefemale spline section 21 to contact the energy absorption zone 149. Asthe rearward movement continues, the relative interference fit betweenthe engaging splines and spaces causes a radial deformation of thestructure which consumes crash energy, thus slowing the rearwardmovement of the powertrain.

The principle and mode of operation of this invention have beenexplained and illustrated in its preferred embodiments. However, it mustbe understood that this invention may be practiced otherwise than asspecifically explained and illustrated without departing from its spiritor scope.

1. A slip member comprising: a first spline member having a plurality ofsplines formed thereon, the plurality of splines of the first splinemember having a first tolerance; a second spline member having aplurality of spline sections, the plurality of spline sections includinga plurality of splines formed thereon, the plurality of splines having asecond tolerance, the second spline member cooperating with the firstspline member; and a zone disposed on the second spline member andhaving a first profile, wherein the zone is disposed adjacent to atleast one of the plurality of spline sections of the second splinemember, the first profile defining a clearance relative to the firstspline member.
 2. The slip member defined in claim 1 wherein the firstspline member includes a plurality of spline sections having a firstdimensional characteristic and at least one of the plurality of splinesections of the second spline member has a second dimensionalcharacteristic, and wherein the zone is disposed on at least one of thefirst and the second spline members and is further disposed adjacent toat least one of the plurality of spline sections of the first and secondspline member, the first profile defining a clearance relative to theother of the first and second spline member.
 3. The slip member definedin claim 1 wherein the first spline member is a female spline member andthe second spline member is a male spline member, the second toleranceof the plurality of male splines is substantially the same as the firsttolerance of the female splines, the second dimensional characteristicof at least one of the male spline sections is sized to accommodate acoating such that the applied coating exhibits a dimensionalcharacteristic that is substantially similar to the first dimensionalcharacteristic and wherein the zone has splines.
 4. The slip memberdefined in claim 3 wherein the male spline member includes an energyabsorption zone.
 5. The slip member defined in claim 1 wherein the firstand second spline members are hollow tubular spline members.
 6. The slipmember defined in claim 5 wherein the second spline member is a femalespline member, and wherein the zone is substantially un-deformed from astarting geometry.
 7. The slip member defined in claim 1 wherein thesecond spline member is a male spline member having a working splinezone, the plurality of spline sections is a first male spline sectionand a second male spline section, the zone being disposed between thefirst male spline section and the second male spline section, the firstand second male spline sections oriented at opposite ends of the workingspline zone.
 8. The slip member defined in claim 7 wherein an energyabsorption zone is disposed on the male spline member between theworking spline zone and a stub tube end, the first spline member is afemale spline member that cooperates with the working spline zone of themale spline member for relative axial movement and concurrent rotationalmovement, the energy absorption zone adapted to engage the splines ofthe female spline member in an interference fit relationship whensubjected to rearward movement of a powertrain.
 9. The slip memberdefined in claim 8 wherein the energy absorption zone includes splines.10. The slip member defined in claim 2 wherein the first spline memberis a female spline member and the second spline member is a male splinemember, the plurality of spline sections of the male spline membercooperate with the plurality of spline sections of the female splinemember for relative axial movement and concurrent rotational movement,the first tolerance being substantially similar to the second tolerance.11. The slip member defined in claim 2 wherein the first spline memberis a female spline member and the plurality of female spline sectionshas a first dimensional characteristic, the second spline member is amale spline member wherein at least one of the plurality of male splinesections has a second dimensional characteristic that is sized toaccommodate a coating such that the applied coating exhibits adimensional characteristic substantially similar to the firstdimensional characteristic.
 12. The slip member defined in claim 2wherein the first and second spline members are hollow tubular splinemembers.
 13. The slip member defined in claim 12 wherein the firstspline member is a male spline member and wherein the zone issubstantially un-deformed from a starting tube geometry.
 14. The slipmember defined in claim 13 wherein an energy absorption zone is disposedon the male spline member between the working spline zone and a stubtube end, the first spline member is a female spline member thatcooperates with the working spline of the male spline member forrelative axial movement and concurrent rotational movement, the energyabsorption zone adapted to engage the splines of the female splinemember in an interference fit relationship when subjected to a rearwardmovement of a powertrain.
 15. A method of forming a tubular slipassembly comprising the steps of: forming a plurality of first splineson a first spline member with a first feed rate; forming a plurality ofspline sections on a second spline member, the plurality of splinesections each having a plurality of splines formed with a second feedrate; forming a zone onto the second spline member, wherein the zone isformed with a third feed rate and is formed adjacent to at least one ofthe plurality of spline sections of the second spline member; andcooperatively engaging the first spline member with the second splinemember such that the first spline member concurrently rotates with thesecond spline member, the first spline member further axially movablerelative to the second spline member, and the zone defining a clearancefit relative to the first spline member.